Exhaust Control System

ABSTRACT

An exhaust management system for use in a motor vehicle having a muffler and a combustion engine generating an exhaust also has a bypass channel configured to be mounted to bypass the muffler of the exhaust system. The system also has a valve controlling air flow through the bypass channel, and a controller operably coupled with the valve. The controller is configured to be switchable between at least two modes. The at least two modes include a provider dynamic mode configured to be modified by a provider only, and a user dynamic mode configured to be modified by a user. The user has no rights to modify the provider dynamic mode.

PRIORITY

This patent application claims priority from Provisional U.S. PatentApplication No. 62/072,582, filed Oct. 30, 2014, entitled, “EXHAUSTCONTROL SYSTEM,” and naming Erin M. Dmytrow, Ryan L. Martin, and JustinG. Schroeder as inventors, the disclosure of which is incorporatedherein, in its entirety, by reference.

FIELD OF THE INVENTION

The invention generally relates to automobile exhaust systems and, moreparticularly, the invention relates to controlling the sound ofautomobile exhaust systems.

BACKGROUND OF THE INVENTION

Automobiles have exhaust systems to guide exhaust gasses away from thecontrolled combustion taking place inside their engines. In addition toexhausting gasses, automobile exhaust systems also control engine noise.Specifically, much of the engine noise produced by the internalcombustion process emanates through the exhaust system. In fact, thatnoise can be quite loud and, consequently, disturbing to the driver andpeople near the driver. Exhaust systems therefore typically have amuffler system to reduce that engine noise. The mufflers often areconfigured to mitigate the noise to levels defined by state and localnoise regulations.

Sports car and sport truck enthusiasts, however, may prefer to hear thefull sound of their engines. For example, sports car enthusiasts oftenprefer to hear the “rumble” of their engines when riding their sportscars on a closed track. Indeed, the muffler function often is notlegally necessary on a track in this instance since tracks generally arenot subject to the municipal noise regulations. Some tracks, however,are subject to noise regulations and thus, also still must be muffled tosome extent to comply with the noise regulations.

SUMMARY OF VARIOUS EMBODIMENTS

In accordance with one embodiment of the invention, an exhaustmanagement system for use in a motor vehicle having a muffler and acombustion engine generating an exhaust has a bypass channel configuredto be mounted to bypass the muffler of the exhaust system. In addition,the system also has a valve configured for controlling air flow throughthe bypass channel, and a controller operably coupled with the valve.The controller is configured to be switchable between at least twomodes. Specifically, the at least to modes may include a static modethat controls valve movement in response to user selection andindependently of any dynamic parameters of the motor vehicle, and adynamic mode in which the valve is movable in response to at least onedynamic parameter of the motor vehicle. The controller is configured tocontrol the movement of the valve about a plurality of positions betweenan open mode and a closed mode as a function of the at least one dynamicparameter of the motor vehicle when in the dynamic mode. In addition,the controller is configured to permit the valve to be in a positionthat is at least partly open at certain times when in the dynamic mode.

The at least one dynamic parameter can vary during operation of themotor vehicle. The system also may have a switch (operably coupled withthe controller) that is alternatively switchable between the static modeand the dynamic mode. Moreover, memory may store dynamic valvepositional information relating to the dynamic mode. In that case, thesystem further may include code for generating a graphical userinterface (operably coupled with the controller) configured to changethe dynamic valve positional information stored in the memory.

The vehicle preferably has a throttle and is configured to operate at aplurality of speeds. In that case, the at least one dynamic parametermay include at least one of the throttle position of the vehicle and thespeed of the motor vehicle. The dynamic mode may have two sub-modes: 1)a provider dynamic mode configured to be modified by a provider modalityonly, and/or 2) a user dynamic mode configured to be modified by a usermodality, which is unable to modify the provider dynamic mode.

Like many other motor vehicles, this motor vehicle may have atransmission system. In that case, the at least one dynamic parametermay include at least one of throttle position, speed of the vehicle,load on the vehicle engine, RPM of the engine, gear of the transmissionsystem, the position of the vehicle in its environment, and the localtime. Some embodiments configure the controller to access alook-up-table when in the dynamic mode. In that case, the controlleruses the at least one dynamic parameter to determine a valve settingwhen in the dynamic mode, and the controller controls the valve based onthe valve setting.

A number of modalities may control the valve. For example, thecontroller may be configured to transmit, when in the dynamic mode, apulse width modulated signal to the valve after receiving informationrelating to the at least one dynamic parameter.

In accordance with another embodiment, an exhaust management kit for usein a motor vehicle having a muffler and a combustion engine generatingan exhaust has a bypass channel configured to be mounted to bypass themuffler of the exhaust system. The kit also has a valve controlling airflow through the bypass channel when connected with the muffler, and acontroller configured to be switchable between at least two modes. Thoseat least two modes include 1) a static mode that controls valve movementin response to user selection and independently of any dynamicparameters of the motor vehicle, and 2) a dynamic mode in which thevalve is movable in response to at least one dynamic parameter of themotor vehicle. When connected, the controller is configured to controlthe movement of the valve between a plurality of positions between theopen mode and closed mode as a function of the at least one dynamicparameter of the motor vehicle when in the dynamic mode. In that stateand when in the dynamic mode, the controller is configured to permit thevalve to be in a position that is at least partly open at certain times.

In other embodiments, an exhaust management system for use in a motorvehicle having a muffler and a combustion engine generating an exhaustalso has a bypass channel configured to be mounted to bypass the mufflerof the exhaust system. The system also has a valve controlling air flowthrough the bypass channel, and a controller operably coupled with thevalve. The controller is configured to be switchable between at leasttwo modes. The at least two modes include a provider dynamic modeconfigured to be modified by a provider class of people only, and a userdynamic mode configured to be modified by a user class of people. Theuser class has no rights to modify the provider dynamic mode.

The provider and user dynamic modes are configured to control movementof the valve in response to at least one dynamic parameter of the motorvehicle. In addition, the controller is configured to control themovement of the valve across a plurality of positions between the openmode and closed mode as a function of the at least one dynamic parameterof the motor vehicle when in the provider or user dynamic modes.Specifically, the controller is configured to permit the valve to be ina position that is at least partly open at certain times when in thedynamic mode.

In accordance with still other embodiments of the invention, an exhaustmanagement system (e.g., an “active” exhaust system) for use in anautomobile having a muffler has a bypass channel configured to bemounted to bypass the muffler of the exhaust system, and a valve (e.g.,internal or external to the channel) controlling air flow through thebypass channel. The system also has a controller operably coupled withthe valve. The controller is configured to receive information relatingto at least one dynamic parameter of the automobile. In addition, thecontroller is configured to control the operation of the valve as afunction of the at least one dynamic parameter of the automobile.

Illustrative embodiments of the invention are implemented as a computerprogram product having a computer usable medium with computer readableprogram code thereon. The computer readable code may be read andutilized by a computer system, including mobile devices, such as mobiletelephones, smartphones, tablets, smartwatches, etc., in accordance withconventional processes.

BRIEF DESCRIPTION OF THE DRAWINGS

Those skilled in the art should more fully appreciate advantages ofvarious embodiments of the invention from the following “Description ofIllustrative Embodiments,” discussed with reference to the drawingssummarized immediately below.

FIG. 1 schematically shows an automobile configured in accordance withillustrative embodiments of the invention.

FIG. 2 schematically shows a switch a user may manipulate to implementillustrative embodiments of the invention.

FIG. 3 schematically shows a high-level circuit diagram of the switch ofFIG. 2.

FIG. 4 graphically shows a look-up table that may implement illustrativeembodiments of the invention.

FIG. 5 shows a process of implementing a custom mode of operation inaccordance with illustrative embodiments of the invention.

FIG. 6 schematically shows an exhaust system configured in accordancewith another embodiment of the invention.

FIG. 7 schematically shows an exhaust system configured in a mannersimilar to that of FIG. 6, but with the intersection of the two exhaustpaths external to the muffler housing.

FIG. 8 schematically shows an exhaust system configured in a mannersimilar to that of FIG. 7 and FIG. 1.

DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

In illustrative embodiments, an automobile or other motorized vehiclehas a switch that enables a user to easily control the engine sound oftheir vehicle. To that end, the vehicle has a controller thatselectively bypasses exhaust flow around the muffler function of theexhaust system. A user can select between at least two modes of such anoperation: a static mode that controls exhaust flow directionindependently of dynamic parameters of the vehicle, or a dynamic modethat controls exhaust flow direction as a function of the dynamicparameters of the vehicle. Among other things, the dynamic parametersmay include the accelerator pedal (also referred to as the “throttleposition”) and/or speed of the vehicle.

Some embodiments even have two types of dynamic modes: a first dynamicmode in which only a technician or other equipment supplier can adjustthe exhaust sound in response to the dynamic parameters, and a seconddynamic mode in which a user or other person authorized by the user(hereinafter “user”) can adjust the exhaust response to the dynamicparameters (e.g., using an intuitive user interface). Accordingly, theuser can effectively control the decibel level and sound produced by theautomobile in the second dynamic mode. Unlike the second dynamic mode,however, the user cannot adjust the exhaust response of the firstdynamic mode. Details are discussed below.

FIG. 1 schematically shows a motor vehicle configured in accordance withillustrative embodiments of the invention. In this case, the vehicle isan automobile and identified by reference number 10. Like many othermodern automobiles, the automobile 10 shown in FIG. 1 has a body 12 thatsupports a number of important components, such as, among other things,four wheels 14, an engine 16 for power (e.g., an internal combustionengine powered by gasoline, alternative fuel, or diesel), and an exhaustsystem 18 for expelling exhaust gas produced by the combustion processof the engine 16. As shown, the exhaust system 18 generally has a mainpipe 20 terminating at a tail pipe 22 that is exposed to theenvironment. As known by those in the art, much of the noise produced bythe engine 16 generally is transmitted to the external environmentthrough the exhaust system 18. Accordingly, the main pipe 20 also has amuffler 23 to mitigate that noise.

The automobile 10 also has a central computer 26 that controls manyautomobile systems, such as, among other things, the safety system(e.g., traction control and airbag safety), emission control, theignition system, and the general operation of the automobile 10. Indeed,mention of these computer functions is merely illustrative of but a fewof the many different functions performed by the central computer 26.Accordingly, discussion of such functions is for descriptive purposesonly and not intended to limit various embodiments of the invention.Those skilled in the art understand the many functions of the centralcomputer 26.

The inventors believe that some drivers prefer to have more control ofthe noise level and sound of their automobiles 10. For example, driversof high performance sports cars, such as the popular Ford Mustang™(distributed by Ford Motor Company), may prefer to hear the “rumble” ofthe engine 16 when they rapidly accelerate. The inventors consequentlymodified the exhaust system 18 to give drivers that ability.

To that end, the exhaust system 18 also has a bypass channel 24 thatdirects exhaust gasses around the muffler 23 (i.e., around at least thenoise reduction portion of the muffler 23) to terminate at the notedtail pipe 22, which can be positioned at the rear, side, or otherlocation of the automobile 10. Among other ways, the bypass channel 24can be implemented as a tube having an open bore (e.g., a pipe) coupledboth 1) upstream of the muffler 23 and 2) downstream of the muffler 23.In some embodiments, however, the bypass channel 24 terminates at aseparate tail pipe 22 at the rear, side, or other location on theautomobile 10. In either case, the exhaust system 18 also has one ormore control valve(s) 28 (hereinafter “valve 28”) that control theamount of exhaust gas bypassing the muffler 23 through the bypasschannel 24. The control valve 28 is positioned so that it canselectively occlude gas flow through the bypass channel 24. The controlvalve 28 thus can be positioned at one or more of the intersections ofthe main pipe 20 and the bypass channel 24, and/or inside the bypasschannel 24.

The automobile 10 also has memory 27 for storing various parameters thatcontrol valve position, and an associated provider modality 29 forenabling a provider to manage a prescribed set of those valve positionalparameters. The automobile also has an associated user modality 31 forenabling a user to control another prescribed set of those valvepositional parameters. The user modality 31 and provider modality 29 arenot necessarily part of the automobile 10, but can be stand-alonemodalities (e.g., an application executing on a remote computer system).Moreover, in some embodiments, the memory may include read/write memory,and/or read-only memory (e.g., the area storing parameters for theprovider modality 29). Details of the two modalities and how theyinteract with the memory 27 are discussed below.

Alternative embodiments may position the control valve 28 in the mainpipe 20 to selectively occlude exhaust flow through main pipe 20 havingthe muffler 23. Yet other embodiments may position the valve 28 toselectively occlude both the main pipe 20 and bypass channel 24 (withone or more valves 28). The discussion below, however, relates primarilyto a valve arrangement that selectively occludes the bypass channel 24without impeding flow through the main pipe 20.

Additional embodiments discussed below with regard to FIGS. 6-8 positionthe bypass channel 24 within the muffler housing, while stilleffectively bypassing the noise reduction portion of the muffler 23.

Accordingly, when the valve 28 within the bypass channel 24 (or at oneof the mouths of the bypass channel 24) is fully closed, the exhaust gasof this embodiment passes through the muffler 23/exhaust system 18 as ifthe bypass channel 24 were effectively omitted from the fluid circuit.In contrast, when the valve 28 is fully open, exhaust gas may freelyflow through both the bypass channel 24 and the main pipe 20/muffler 23.When the valve 28 shown is fully open, an additional valve 28 (notshown) may occlude air flow through the main pipe 20/muffler 23.

The valve 28 also may be partially open, thus providing a range ofexhaust gas pressures that may traverse through the bypass channel 24and the muffler 23. This range corresponds to a range of sounds andnoise levels that may be produced by the engine 16. During testing, theinventors discovered that this range is not necessarily linear.Accordingly, the amount the valve 28 permits flow through the bypasschannel 24 does not necessarily correspond to a precise, linear changein the noise and sound level.

The position of the valve 28 therefore controls the desired sound of theexhaust system 18. Illustrative embodiments thus carefully control thevalve 28 using a separate valve controller 30 that receives inputparameters from the central computer 26 (or other data source) andresponsively controls the amount/pressure of exhaust gas that the valve28 permits through the bypass channel 24. Those skilled in the art mayuse any of a variety of conventional technologies to implement the valvecontroller 30. For example, a conventional engine/electronic controlmodule (“ECM,” sometimes part of a larger engine/electronic control unitor “ECU”) may be programmed to control the position of the valve 28.Other embodiments may use one or more microprocessors, digital signalprocessors, and/or other electronics to implement that valve controller30.

The driver or other person inside the automobile 10 preferably candecide whether to set the automobile 10 to any of a plurality ofdifferent driving sounds. For example, FIG. 2 schematically shows avirtual or mechanical switch (e.g., a picture of such a switch 32 on anLCD touch-display screen, or a physical rotatable dial switch 32) thatpermits the user, while inside the automobile 10, to change betweenthese modes. In illustrative embodiments, those modes may include:

-   -   Closed Mode: the valve 28 substantially completely closes the        bypass channel 24. Accordingly, exhaust gas passes through the        main pipe 20 and muffler 23 to the tail pipe 22.    -   Auto Mode: The valve 28 is dynamically opened, closed, or        partially open depending on pre-configured parameters. These        parameters may be pre-configured by a third party provider, such        as an aftermarket dealer or technician, to be louder than it        would be without the bypass channel 24, but close to the legal        noise regulations (e.g., plus and/or minus some amount above        and/or below the legal limits). Data controlling movement and        position of the valve 28 is only accessible and modifiable by a        provider of this equipment to the user. The user, in the role of        the user, cannot change that data.    -   Custom Mode: The valve 28 is dynamically opened, closed, or        partially open depending on pre-configured parameters. Unlike in        the Auto Mode, however, the parameters may be pre-configured by        the user or anyone with access to a modality that permits        self-configuration (discussed below).    -   Track Mode: The valve 28 is substantially completely open,        permitting maximum exhaust gas through the bypass channel 24. In        this mode, the automobile 10 is likely to be at its loudest.        This mode is called the “Track Mode” because it is likely to be        used commonly when the automobile 10 is driven on an auto track.    -   Service Mode: The valve 28 is in a position required by some        servicing protocol to service the system.

FIG. 3 schematically shows a simplified circuit diagram of the switch32, and some positions it can have relative to the noted modes. Theresistors are selected to draw different currents toward the valvecontroller 30. For example, the resistor with the Auto Mode may be 250ohms, the resistor for the Track Mode may be 750 ohms, and the resistorfor the Custom Mode can be 10 kilo-ohms. The valve controller 30 detectsthe current drawn, which is based on the resistor value, to determinethe appropriate mode of operation.

The Custom Mode and Auto Mode are considered to be “dynamic modes”because, when the valve controller 30 is in one of those modes, itcontrols movement of the valve 28 about a plurality of positions as afunction of at least one dynamic parameter (e.g., accelerator pedalposition, speed, and/or other parameters discussed herein). In contrast,the Track Mode and Closed Mode are considered to be “static modes”because, when the valve controller 30 is in one of those modes, it setsthe valve 28 to a prescribed position independent of any dynamicparameter of the automobile 10. In other words, when the user selects astatic mode, the valve 28 is set to a prescribed position that does notchange in response to speed changes, throttle position changes, etc.Although not discussed above, other static modes may position the valve28 in a partly open/closed position.

The dynamic mode referred to above as the “Custom Mode” may beconsidered to be a “user dynamic mode” because, as noted above, the usercan modify the underlying data (discussed below) controlling valveposition. To that end, the user may use the prior noted user modality 31(FIG. 1), such as that discussed in greater detail below, to access theunderlying data. The user modality 31 may require authenticationinformation (e.g., password and/or login ID), or not requireauthentication (e.g., anyone sitting in the car or with a prescribedapplication may access the data).

As noted, the user preferably is the person or entity (e.g., acorporation) that owns the title (i.e., the “owner”) to the automobile10 after it is sold in any one or more of a plurality of conventionalautomobile 10 or vehicle transactions (e.g., a dealer to an individual,a corporation to another corporation, a corporation to an individual, anindividual to another individual, etc.). The user is not necessarily aperson or entity financing the automobile 10. The user also may be anagent of the owner. For example, the user may include a relative orfriend driving the automobile 10 (with or without permission of theowner), or a person leasing or renting the automobile 10 from adealership or car rental company. In some instances, a technician at anautomobile repair shop also may be acting in the role of a user if theowner gives that person such rights, or if the technician also owns theautomobile 10.

The dynamic mode referred to above as the “Auto Mode” may be consideredto be a “provider dynamic mode” because it is controlled by anauthorized provider of services for the equipment, or that entity'sagent (also considered a provider). More specifically, as noted above,the underlying data controlling movement and position of the valve 28 inthis mode are accessible and modifiable by a provider only. The usercannot change that data unless, for example, that user is acting in thecapacity of a provider, such as if the provider owns the automobile 10.A person or other entity is considered to be a provider when they areimplicitly or explicitly authorized to maintain the valve controller 30or related equipment for the user. For example, among others, theprovider may include an automobile dealer, an equipment supplier, atechnician, a person and/or an after-market company that sells,installs, or services the equipment, or other party in a similarposition. Other related examples include “Tier One,” “Tier Two,” or“Tier Three” companies and their respective employees or representativesin the automotive industry supply chain.

At least one of these providers has the prior noted provider modality 29(FIG. 1) with authorization from a distributor or other responsibleparty to modify the underlying data of the provider dynamic mode, whennecessary. For example, if the noise regulations change, the providermay provide an update to the underlying data to comply with the newregulations. This update may be performed in a variety of conventionalmanners, such as through a WIFI or a hard-wired update, or via a manualupdate with a technician entering the data through a conventional userinterface (e.g., a graphical user interface on a desktop or other typeof computer device; see FIG. 4, discussed below).

In some embodiments, a single modality, such as a single programmedhardware device, may have the capability of accessing both dynamic modesif certain authentication or control codes are authorized. For example,a technician may have such a device and enter a provider login code toaccess the data of the provider dynamic mode. A user may have the samedevice, but only have user authentication data, or the device may beprogrammed for the user dynamic mode only. Accordingly, such a user isnot considered to have the provider modality 29 if that user has norights to use the provider modality 29. Instead, such a user has theprovider modality 29 only.

It should be noted that unauthorized people may be able to “hack” intothe valve controller 30 (also referred to as “jailbreaking” theequipment) to alter the data of the provider dynamic mode. Hackers havebeen altering data in equipment for years. Accordingly, even if anunauthorized person or program could hack or otherwise access/change thedata, the provider dynamic mode still is considered to be modifiable bythe provider modality 29 only. For example, if an owner not authorizedas a provider hacked into the valve controller 30 and changed the dataof the provider dynamic mode, such an action would not be considered tochange the nature of the provider dynamic mode. In that example, theowner/user would still not be considered to have access to the relevantdata via another means other than the provider modality 29.

Indeed, some embodiments may use any of a variety of mechanical devicesfor switching between modes. The switch 32 of FIG. 2 provides a goodexample of one such device. Other embodiments may use pushbuttons fordifferent modes similar to preselect buttons of a car radio. Thoseskilled in the art can select any of a variety of other mechanical orvirtual switches. Rather than using the above noted switch 32 or othermanual or mechanical device, such as that in FIG. 2, the system may beconfigured with voice recognition technology to change modes uponreceipt of a voice command. The user also can control the system withvoice-based system override commands, such as those discussed below.Accordingly, discussion of the switch 32 is illustrative of oneembodiment, but not intended to limit various other embodiments.

The user can change underlying valve positional data of the user dynamicmode in any of a variety of manners. To that end, the user preferablyenters the values of certain parameters and how much the valve 28 shouldbe open during those times. For example, the user may program the valvecontroller 30 to open the valve 28 about 40 percent (of the full amountit can be opened) when it detects an automobile speed of 35 miles perhour. As another example, the user may program the valve controller 30to open the valve 28 about 70 percent when it detects that the throttleis depressed 90 percent of its potential range.

Other embodiments may not be so simple. In particular, such embodimentsmay program the valve controller 30 to set the valve 28 to a specifiedposition in response to receipt of two or more input parameters. Thisvalve opening amount can be based on any of a variety of techniques,such as a simple look-up-table, or a formula that weights or does notweight the parameters. Among other things, illustrative embodiments maycontrol valve position based on individual or combinations of any of thefollowing parameters:

-   -   Speed,    -   Throttle position,    -   Engine load (i.e., how hard the engine 16 is working, such as        whether it is forcing the car up a steep hill),    -   Revolutions per minute (RPM) of the engine 16,    -   Gear of the transmission system,    -   Environmental temperature,    -   Position via global positioning systems (e.g., close the valve        28 when in a residential neighborhood, but open the valve 28        when in a rural area,    -   Level of fuel in the automobile 10,    -   The local time where the automobile 10 is operating, and    -   Weather (e.g., if raining, sunny, windy, etc.).

Since some of these parameters may change while the automobile 10 ismoving, such parameters are referred to as “dynamic variables.”Moreover, it should be noted that this list is illustrative and notintended to be an exhaustive list of dynamic variables. Accordingly,those skilled in the art may use other dynamic variables to controloutput sound.

The user may use the user modality 31 to program the valve controller 30using any of a variety of technologies. For example, the user may accessa configuration module having an easy to follow graphical user interfacefor receiving commands and/or data. This configuration module may beimplemented in any of a variety of technologies, such as a stand-alonehardware device with embedded software, enterprise software, homecomputer software, cloud software, or as an application (an “App”) on amobile computing device, such as a smartphone.

The configuration module receives input from the user for storage in thememory 27 (FIG. 1) local to the valve controller 30. FIG. 4schematically shows one embodiment of a graphical user interface forbuilding a look-up-table 34 that the valve controller 30 accesses to setthe valve position. As shown, the look-up table 34 has one tab for eachmode—in this example, at least one tab is for the Custom Mode, while atleast one other tab is for the Auto Mode. The Custom Mode and Auto Modeeach may have some form of security/authentication protection known bythe user (e.g., a password/ID and/or biometric authentication). Inillustrative embodiments, however, both have different access codes.Specifically, the user has security information to access the Custom tabbut not the Auto tab.

Conversely, the provider preferably has different security credentialsfor the Auto tab. As such, the user cannot modify the settings of theAuto tab, and the provider cannot modify the settings of the Custom tab.In some embodiments, however, the provider also has access to the Customtab. In yet other embodiments, the User tab has no security. In any ofthose cases, despite the fact that the two tabs are arranged in the samemanner, the two tabs are considered different modalities for accessingthe underlying data controlling valve position.

Illustrative embodiments simply have this single modality for each mode.In other embodiments, each mode may have multiple different modalities.For example, the user modality 31 may include an application programthat may access the memory 27 through a computer or smartphone, and ahard-wired console built into the dash of the car.

Each tab has a multi-dimensional look-up-table (e.g., a two-dimensionallook-up-table). In this example, which sows the Custom tab, the rowacross the top of a tab represents the speed of the car, while thecolumn at the far left represents the percentage the accelerator isdepressed. Using this user configuration module, the user can edit thistable 34 (i.e., the Custom tab) relatively easily by changing the valuesin this two dimensional table 34. Tables at other tabs, such as the tabfor the Auto Mode, may be set to read-only mode, from the perspective ofthe user, to prevent user changes. In other embodiments, the Auto tab isnot alterable by the provider—its data is fixed.

To determine the amount to open the valve 28, the valve controller 30finds the appropriate cell when operating the automobile 10. Forexample, using the look-up-table 34 in FIG. 4, when driving 100 milesper hour and depressing the accelerator at 20 percent, the valve 28should be set to be 95 percent open. Accordingly, the bypass channel 24is receiving much of the exhaust gas/pressure, causing a louder noiseoutput from the exhaust system 18. In contrast, at 100 miles per hour,when the accelerator is 35 percent depressed, the valve 28 is only openabout 5 percent. Accordingly, most of the exhaust gas/pressure passesthrough the muffler portion of the exhaust system 18 and thus, is muchquieter.

Again, as noted above, the interface of FIG. 4 is but one of a pluralityof exemplary access modalities. Those skilled in the art can selectother modalities or modalities that operate differently (e.g., using anequation) to modify the parameters. Moreover, the provider modality 29can operate similarly or differently from the user modality 31.

FIG. 5 shows a simplified process of controlling the output sound of theexhaust system 18 in accordance with illustrative embodiments of theinvention. It should be noted that this process is substantiallysimplified from a longer process that may be used to control outputsound. Accordingly, the actual process may have additional steps thatthose skilled in the art likely would use. In addition, some of thesteps may be performed in a different order than that shown, or at thesame time. Those skilled in the art therefore can modify the process asappropriate.

The process begins at step 500, in which the user switches the system toCustom Mode. For example, while within the automobile 10, the user mayrotate the dial switch 32 of FIG. 2 to the “Custom” setting. Next, thevalve controller 30 receives dynamic parameter data at step 502. Forexample, the valve controller 30 may receive the speed and throttlepositions directly from the central computer 26.

After receiving the dynamic parameter data, the valve controller 30determines the appropriate valve position (step 504). As noted above,the valve controller 30 can use any of a plurality of different ways toset the valve position based on the received dynamic parameters. Usingthe example of FIG. 4, the valve controller 30 may access thelook-up-table 34 to determine the appropriate position of the valve 28.For example, if the automobile 10 has attained a speed of 10 miles perhour and the throttle is at 30 percent, then the valve controller 30 mayset the valve 28 to about 95 percent open.

After it determines valve position, the valve controller 30 sends anelectronic signal to the valve 28, causing it to open to the prescribedposition (step 506). Continuing with the above example, the valvecontroller 30 may send a signal to the valve 28 so that it is open 95percent, thus permitting a significant amount of the exhaustgas/pressure to traverse through the bypass channel 24. To that end, thevalve controller 30 may cause transmission of a pulse width modulatedsignal to the valve 28, causing it to open an appropriate amount. Otherembodiments may use other ways to open the valve 28 (e.g., vacuum ormechanical techniques).

This process executes rapidly because the automobile 10 may changespeeds and throttle positions at a fast rate. Accordingly, the processloops back to step 502 to receive new parameter data.

Some embodiments have override modes that can override the Custom Modeand/or the other modes (e.g., the Auto Mode or a static mode). Forexample, illustrative embodiments may cause the valve controller 30 toprevent the system from using custom mode values between certain timesof the day (e.g., between 5 am and 9 am on Sundays), or when theautomobile 10 is physically in certain geographic areas (e.g., in acertain neighborhood as determined by GPS or other conventional means).Accordingly, despite the fact that the system is set to Custom Mode, ifthe system also is set to one or more override settings, then the CustomMode may be disabled. These override modes may be activated as desiredby the user, or hard-coded into the system. As another example, thesystem may automatically revert to a quiet mode upon receipt of a signalor message (e.g., a telephone call) by the automobile 10.

As noted, the exhaust system 18 of FIG. 1 is but one of a plurality ofways of implementing various embodiments. FIGS. 6-8 show threeadditional examples of the exhaust system configuration. Specifically,as noted, illustrative embodiments of the bypass channel 24 providelittle or no muffling of the output sound. Despite that, as theembodiments of FIGS. 6-8 show, the bypass channel 24 still may passthrough the muffler housing, but bypass its muffling function.Accordingly, the bypass channel 24 in that case still may be consideredto bypass the muffler 23.

To that end, FIG. 6 schematically shows a dual exhaust system 18 inwhich the bypass channel 24 extends straight through the mufflerhousing. Specifically, the main pipe 20 extends into the mufflerhousing. Before reaching substantial muffling functionality, however,the main pipe 20 meets the bypass channel 24 within the muffler housing.In this example, the bypass channel 24 actually is generally co-axialwith the upstream part of the main pipe 20 that enters the mufflerhousing. At that point, the bypass channel 24 and main pipe 20diverge/split into two paths. In particular, the main pipe 20 divergesfrom its original path and into the muffling functionality of themuffler 23. The output from the main pipe 20 thus expels exhaust gasinto the environment via the top tail pipe 22A (although not shown asconnecting, there is a connection through the muffler 23). The bypasschannel 24, however, expels exhaust gas into the environment through thelower tail pipe 22B. The valve 28, which controls fluid flow through thebypass channel 24, preferably is at or near the end of the bypasschannel 24 nearest to its tail pipe 22B. Some embodiments, however, mayposition the valve 28 more upstream in the bypass channel 24, such as ator near the intersection of the two flow paths.

FIG. 7 schematically shows a similar embodiment to that of FIG. 6. Theprimary difference is that the system of FIG. 7 splits the two exhaustpaths 20 and 24 upstream of the muffler housing—i.e., outside of themuffler housing. FIG. 8 shows yet another embodiment similar to that ofFIG. 1 with the bypass channel 24 entirely avoiding the muffler housing,but also similar to that of FIGS. 6 and 7 by using a dual tail pipe 22approach.

As discussed above, the vehicle preferably includes the automobile 10,such as a sports car (e.g., a Roush™ Mustang™). Other embodiments,however, relate to other types of vehicles, such as aircraft, boats,motorcycles, all-terrain vehicles, trucks, and other motorized vehicles.The vehicle implementing various embodiments may be supplied directlyfrom the factory with the optimized functionality.

Various after-market providers alternatively may upgrade conventionalcars to include the noted motor sound control. To that end, suchproviders may use a kit having a number of different components that areapplied to the automobile 10. Among other things, those components mayinclude the bypass channel 24 (e.g., a pipe or other device configuredto withstand high temperatures), the valve 28 and its related motioncontrolling hardware/software (e.g., the pulse-width-modulationfunctionality), the switch 32 or similar switching device, codeimplementing the user and/or provider modalities, and hardware (e.g.,logic and memory) and/or code implementing the valve controller 30.

Various embodiments of the invention may be implemented at least in partin any conventional computer programming language. For example, someembodiments may be implemented in a procedural programming language(e.g., “C”), or in an object oriented programming language (e.g.,“C++”). Other embodiments of the invention may be implemented aspreprogrammed hardware elements (e.g., application specific integratedcircuits, FPGAs, and digital signal processors), or other relatedcomponents.

In an alternative embodiment, the disclosed apparatus and methods (e.g.,see the various flow charts described above) may be implemented as acomputer program product for use with a computer system. Suchimplementation may include a series of computer instructions fixedeither on a tangible, non-transitory medium, such as a computer readablemedium (e.g., a diskette, CD-ROM, ROM, or fixed disk). The series ofcomputer instructions can embody all or part of the functionalitypreviously described herein with respect to the system.

Those skilled in the art should appreciate that such computerinstructions can be written in a number of programming languages for usewith many computer architectures or operating systems. Furthermore, suchinstructions may be stored in any memory device, such as semiconductor,magnetic, optical or other memory devices, and may be transmitted usingany communications technology, such as optical, infrared, microwave, orother transmission technologies.

Among other ways, such a computer program product may be distributed asa removable medium with accompanying printed or electronic documentation(e.g., shrink wrapped software), preloaded with a computer system (e.g.,on system ROM or fixed disk), or distributed from a server or electronicbulletin board over the network (e.g., the Internet or World Wide Web).In fact, some embodiments may be implemented in a software-as-a-servicemodel (“SAAS”) or cloud computing model. Of course, some embodiments ofthe invention may be implemented as a combination of both software(e.g., a computer program product) and hardware. Still other embodimentsof the invention are implemented as entirely hardware, or entirelysoftware.

Although the above discussion discloses various exemplary embodiments ofthe invention, it should be apparent that those skilled in the art canmake various modifications that will achieve some of the advantages ofthe invention without departing from the true scope of the invention.

What is claimed is:
 1. An exhaust management system for use in a motorvehicle having a muffler and a combustion engine generating an exhaust,the system comprising: a bypass channel configured to be mounted tobypass the muffler of the exhaust system; a valve configured forcontrolling air flow through the bypass channel; and a controlleroperably coupled with the valve, the controller being configured to beswitchable between at least two modes, the at least two modescomprising: a static mode that controls valve movement in response touser selection and independently of any dynamic parameters of the motorvehicle; a dynamic mode in which the valve is movable in response to atleast one dynamic parameter of the motor vehicle, the controller beingconfigured to control the movement of the valve about a plurality ofpositions between an open mode and a closed mode as a function of the atleast one dynamic parameter of the motor vehicle when in the dynamicmode, the controller configured to permit the valve to be in a positionthat is at least partly open at certain times when in the dynamic mode.2. The system as defined by claim 1 wherein the at least one dynamicparameter can vary during operation of the motor vehicle.
 3. The systemas defined by claim 1 further comprising a switch operably coupled withthe controller, the switch being alternatively switchable between thestatic mode and the dynamic mode.
 4. The system as defined by claim 1wherein memory stores dynamic valve positional information relating tothe dynamic mode, the system further comprising code for generating agraphical user interface operably coupled with the controller, thegraphical user interface being configured to change the dynamic valvepositional information stored in the memory.
 5. The system as defined byclaim 1 wherein the vehicle has a throttle and is configured to operateat a plurality of speeds, the at least one dynamic parameter comprisingat least one of the throttle position of the vehicle and the speed ofthe motor vehicle.
 6. The system as defined by claim 1 wherein thedynamic mode comprises a provider dynamic mode configured to be modifiedby a provider modality only.
 7. The system as defined by claim 6 whereinthe dynamic mode comprises a user dynamic mode configured to be modifiedby a user modality, the user modality being unable to modify theprovider dynamic mode.
 8. The system as defined by claim 1 wherein thevehicle has a transmission system, further wherein the at least onedynamic parameter comprises at least one of throttle position, speed ofthe vehicle, load on the vehicle engine, RPM of the engine, gear of thetransmission system, the position of the vehicle in its environment, andthe local time.
 9. The system as defined by claim 1 wherein thecontroller is configured to access a look-up-table when in the dynamicmode, the controller using the at least one dynamic parameter todetermine a valve setting when in the dynamic mode, the controllercontrolling the valve based on the valve setting.
 10. The system asdefined by claim 1 wherein the controller is configured to transmit,when in the dynamic mode, a pulse width modulated signal to the valveafter receiving information relating to the at least one dynamicparameter.
 11. The system as defined by claim 1 further comprising themuffler, the bypass channel being connected about the muffler.
 12. Anexhaust management kit for use in a motor vehicle having a muffler and acombustion engine generating an exhaust, the kit comprising: a bypasschannel configured to be mountable to bypass the muffler of the exhaustsystem; a valve configured to be mountable to control air flow throughthe bypass channel; and a controller configured to be switchable betweenat least two modes when operably coupled with the valve, the at leasttwo modes comprising: a static mode that controls valve movement inresponse to user selection and independently of any dynamic parametersof the motor vehicle; a dynamic mode in which the valve is movable inresponse to at least one dynamic parameter of the motor vehicle, thecontroller being configured to control the movement of the valve betweena plurality of positions between an open mode and a closed mode as afunction of the at least one dynamic parameter of the motor vehicle whenin the dynamic mode, the controller configured to permit the valve to bein a position that is at least partly open at certain times when in thedynamic mode.
 13. The kit as defined by claim 12 further comprising aswitch operably coupled with the controller, the switch beingalternatively switchable between the static mode and the dynamic mode.14. The kit as defined by claim 12 wherein memory stores valvepositional information relating to the dynamic mode, the kit furthercomprising code for generating a graphical user interface operablycoupled with the controller, the graphical user interface beingconfigured to change the information stored in the memory.
 15. The kitas defined by claim 12 wherein the vehicle has a throttle and isconfigured to operate at a plurality of speeds, the at least one dynamicparameter comprising at least one of the throttle position of thevehicle and the speed of the motor vehicle.
 16. The kit as defined byclaim 12 wherein the dynamic mode comprises a provider dynamic modeconfigured to be modified by a provider modality only.
 17. The kit asdefined by claim 16 wherein the dynamic mode comprises a user dynamicmode configured to be modified by a user modality, the user modalitybeing unable to modify the provider dynamic mode.
 18. An exhaustmanagement system for use in a motor vehicle having a muffler and acombustion engine generating an exhaust, the system comprising: a bypasschannel configured to be mounted to bypass the muffler of the exhaustsystem; a valve controlling air flow through the bypass channel; and acontroller operably coupled with the valve, the controller beingconfigured to be switchable between at least two modes, the at least twomodes comprising: a provider dynamic mode configured to be modified by aprovider modality only; and a user dynamic mode configured to bemodified by a user modality, the user modality being unable to modifythe provider dynamic mode, the provider and user dynamic modes beingconfigured to control movement of the valve in response to at least onedynamic parameter of the motor vehicle, the controller being configuredto control the movement of the valve across a plurality of positionsbetween an open mode and a closed mode as a function of the at least onedynamic parameter of the motor vehicle when in the provider or userdynamic modes, the controller configured to permit the valve to be in aposition that is at least partly open at certain times when in thedynamic mode.
 19. The system as defined by claim 18 wherein the providermodality comprises provider computer program code requiring providerauthentication information relating to a provider.
 20. The system asdefined by claim 18 wherein the user modality comprises user computerprogram code requiring user authentication information relating to aprovider.
 21. The system as defined by claim 18 wherein the controllercomprises memory for storing data for the provider dynamic mode, thememory being read-only memory.
 22. The system as defined by claim 18wherein the controller also is switchable to a static mode that operatesin response to user selection and independently of any dynamicparameters of the motor vehicle.
 23. The system as defined by claim 18wherein memory stores valve positional information relating to thedynamic modes, the system further comprising a graphical user interfaceoperably coupled with the controller, the graphical user interface beingconfigured to change the positional information stored in the memoryrelating to the user dynamic mode.